Diesel/Electric Multiple Unit

A Modern Light Rail Vehicle

Concept
Developed by a Stadler & Bombardier consortium Manufactured and partially tested in Switzerland & Germany 70% low floor, double articulated LRV, with 3 carbody sections, and 3 trucks, End sections for passengers and center section for propulsion & auxiliary. Two cabs, 4 large doors two per each end section.

Concept

(cont)

Designed based on similar GTW/2/6 vehicles (Articulated power car with 2 driven axles out of 6) built for European commuter/main lines . Adapted for specific New Jersey requirements: Crashworthiness (No damages for head-on collision at 15mph) Smaller track curve radius (140 ft. Camden street operation) Higher comfort level (Reduced noise and vibration, efficient HVAC)

Technical Data

Overall Length

102.5 feet

Empty Weight
Speed (Max. on RL) Capacity AW2 (Seats+ Standees) Capacity AW3 (Seats +Standees) Op. Range (one fuel tank)

54 tons
60 mph 92+104=196 92+ 156=248 530 miles

Mileage at AW3

2miles/gallon

Propulsion

Diesel Engine: 4 stroke, direct injection, liquid cooled,turbo charging, electronic system (ECS) for fuel quantity, start of injection and rpm control. Direct coupled with AC Generator Power for propulsion: 625 HP (460 kW) Max. output power at 2100 rpm: 750 HP (550 kW) Traction Generator Unit: AC Synchronous generator, direct coupled with the diesel engine Rectifier Protection Fuses Power Path Rectifier

Propulsion

(cont)

Intermediate Link Traction converter unit with IGBTs, provides 3 phase AC current to 2 motors Braking resistors Auxiliary power supply Drive Units Two traction motors- self ventilated, encapsulated, weather proof, 6 poles, 3 phase asynchronous, squirrel cage winding. Directly coupled with the gear. Transmission with parallel gears, ratio 6.667:1.

Braking

Electro-dynamic used as the primary service brake (rate: 3 mphps) Dissipation of the braking energy via braking resistors Dissipation /reuse via the auxiliary converter Direct Electro-Pneumatic Friction brake used as complementary and at low speed for service brake. Two disks per axle on trailer/end trucks, one disc per axle on power truck Track Brakes 6 units , 2 per truck

Braking

(cont)

Spring Applied Parking Brake 4 per car, holding a AW3 car on 6% grade Slide Control & Sanding to improve adhesion Active for all braking modes except the cabs EB push button Emergency Brake Rate 3 seconds build-up time for SBD calculations. Less than one second actual. 4.5 mphps

Passenger Comfort

HVAC- designed/built by HFG-Faiveley Engine warm water used for heating Refrigerant R134a Two independent & automatic units for cabs, roof mounted Cooling capacity: 3.9 kW Two independent screw-compressor units for passenger area, roof mounted, Cooling capacity: 2x15.5 kW. C Section: Boiler and oil burner provide additional heat. Digital controller FPC4R/C

Passenger Comfort

(cont)

RIDE QUALITY Noise: Low level inside and outside. Vertical & lateral acceleration levels for 4/2.5 hours comfort level

Engine Emissions

Test compliant with : Subparts D and E of 40 CFR 89 Subpart I of 40 CFR 86 Utilizing the fuel (Type 2-D)and equipment as required Test Result Max. Allowed Result Nitrous Oxides 6.9 6.030 Carbon Monoxide 3.7 0.980 Hydrocarbons 1.0 0.310 Particulate Matter 0.4 0.118

Investigating a Cleaner Diesel Ways of Reducing Emissions

Envirosafe- A Pyroban Group Co. Diesel (2 way) Catalyst: Cost effective solution to eliminate CO and HC and reducing particulate matter Diesel Filter (Eminox): Eliminates P10 particles Continuous Regeneration Trap- CRT: Extraction of soot particles; reduction of CO and HC. Siemens VDO Automotive PCR Piezo-Common Rail-Improved Injection System Siemens SINOx-Diesel-Katalisatoren: A filter system

Dual Modes for Tunnel Operation

River Line DMU LRV with Pantograph GTW 2/6 specific design for Switzerland tunnels Significant Advantages by using the same basic design Worth exploring the feasibility with Bombardier Siemens/EMD Project for LIRR Locomotive DM 30 AC for LIRR- Diesel electric at ground level, all electric -third rail- in tunnels. Alternative operation diesel/third rail offers passengers the one-seat ride from anywhere to Manhattan

The DMUs Market

Siemens 628.9/629 DMU for German Rail & for US FRA Rules Same as Class 628.4 Units of 2 (motor car +motor car) Siemens DESIRO - a classic low cost DMU Hydraulic Units of 2 (motor car +motor car) Mass produced components

The DMUs Market

(cont)

Bombardier ITINO DMU Units of 2 (motor car +motor car) Bombardier Talbot Talent a DMU Electric Siemens Regio Sprinter Tested in Calgary with good results

A Comparison DMUs - LRVs

Characteristics Colorado Railcar River Line DMU HBLRT/NCS LRV Performance Maximum design speed Maximum operating speed Emergency braking Minimum horizontal curve radius Minimum vertical curve radius Single Level 100 mph 90 mph 2.00 mphps 250 feet 2000 feet Bi-Level 100 mph 90 mph 2.00 mphps 250 feet 2000 feet 70 mph 60 mph 4.50 mphps 140 feet 1500 feet 65 mph 55 mph 4.5-6 mphps 60 feet 1500 feet

Weight and Capacity Empty weight powered DMU cab car Seating powered DMU cab car Maximum passenger capacity AW3 includes standees (6 passeng/sq.m)

Single Level 175,000 lb 92-98 246

Bi-Level 194,000 lb 185 412

119,000 lb 90 232

96,000 lb 68 248

Dimensions Length (over couplers) Length (over body ends) Width (over side sheets) Height (rail to roof) Height (rail to lower floor) Doorway width/number of doors per side Doorway height Truck centers Truck wheelbase Wheel diameter

Single Level 85 feet 83 6 10 feet 14 10 51 inches 76 inches x 1 6.5 feet 59 6 8 6 36

Bi-Level 85 feet 83 6 10 feet 14 10 18 inches 108 inches 6.5 feet 59 6 8 6 36

102.5 feet 10 feet 12.5 feet 23 inches 51inches x 2 6.5 feet 38.33 feet 6.5 feet 26.77

90.00 feet 87.75 feet 8.80 feet 12.30 feet 13.75 inches 48 x 4 65 inches 33.30 feet 6 3 26

A Comparison DMUs LRVs (2)

Summary of Main Characteristics
COLORADO Emergency Braking (mphs) Min. Track Curve (feet) AWO Weight (lbs.) Crashworthiness (mphs) Parking Brake Floor Height to TOR (inch) 2 250 175k No Manual 51 RIVER LINE 4.5 140 119k 15 Fail Safe 23 HBLRT 4.6 - 6 60 96k 12.5 SAPB 13 3/4

A Preliminary Evaluation of the NJ GTW2/6 Operation

The NJ GTW2/6 is the right choice for the River Line Operations. This overall preliminary assessment is based on: 1. Good results of the critical tests performed abroad and on site Dynamic Type Tests UIC 518: Safety, Stability and Running Behavior ISO 2631: Ride Comfort 2. Three months of revenue service simulation with the fleet of 20 cars Over 10,000 miles per car on the River line track.

A Preliminary Evaluation of the NJ GTW2/6 Operation (cont)

3. One month of revenue service Over 300,000 miles operated to date with 20 cars 4. Shop Vehicle Maintenance Information System MAXIMO- in place to manage the assets and the SOPs. 5. Engineering issues are being consistently and professionally addressed

Dynamic Type Tests

Test site: Camden Water Front to Trenton Test runs conditions as per UIC 518 (most demanding cases) Civil speed + 10% (Max. 60 + 6 = 66 mph) Maximum load of 40,000 lb Secondary (air bag) suspension deflated Uncompensated lateral acceleration of 1.1 m/s2 (2.5 mphps) Both directions of travel

Dynamic Type Tests

(cont)

Ride Comfort as per ISO 2631 Measuring RMS Acceleration values in three coordinates X: 2.5 hours ; Y:2.5 hours; Z: 4 hours. All test results within the acceptable limits.